JP2012170266A - Vehicle power supply device, and defective-portion estimation method for vehicle power suorce device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle power supply device and a defective-portion estimation method for the vehicle power supply device, capable of estimating a defective-portion if a defect occurs.SOLUTION: The vehicle power supply device includes a contactor 3, a filter condenser 8, a controller 13, an auxiliary contact 14, a current detector 17, a first voltage detector 18, and a second voltage detector 19. The controller 13 estimates a defective-portion by an answer signal from the auxiliary contact, current information indicating a current detected by the current detector 17, and a combination of first voltage information indicating voltage detected by the first voltage detector 18 and the second voltage information, if it is determined that a defect that the filter condenser 8 is not charged has occurred, on the basis of the second voltage information indicating voltage of the filter condenser 8 detected by the second voltage detector 19.

Description

  Embodiments described herein relate generally to a vehicle power supply device and a failure site estimation method for a vehicle power supply device.

  In general, a railway vehicle is equipped with a vehicle power supply device that supplies electric power received from an overhead line via a pantograph to an electric motor such as a lighting device or an air conditioner. The power supply device for vehicles has a voltage detector, and the presence or absence of an overhead wire voltage is detected by the voltage detector. When the voltage detector detects the overhead line voltage, the vehicle power supply device starts to operate, that is, starts to supply power to the electric motor.

  Further, in the vehicle power supply device, it can be determined whether or not a failure has occurred inside the device. The vehicle power supply device has a function (protection function) for stopping the supply of electric power to the electric motor when it is determined that a failure has occurred inside the device.

JP 2007-306713 A

However, in the above-described vehicle power supply device, it can be determined that a failure has occurred inside the device, but it has not been possible to determine which portion has failed.
The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle power supply apparatus and a vehicle power supply apparatus failure site estimation method capable of estimating a failure site when a failure occurs. is there.

A vehicle power supply device according to an embodiment
A contactor connected to the overhead line via a pantograph;
A filter capacitor connected to the contactor and smoothing power input from the overhead line through the pantograph and the contactor;
A control unit;
An auxiliary contact of the contactor for providing an answer signal to the control unit;
A current detector connected between the contactor and the filter capacitor, capable of detecting a current input from the overhead line via the pantograph and the contactor, and providing current information indicating the current to the control unit; ,
A first voltage detector that is connected to the overhead line via the pantograph, detects a voltage of the overhead line, and is capable of giving first voltage information indicating the voltage to the control unit;
A second voltage detector capable of detecting the voltage of the filter capacitor and providing the control unit with second voltage information indicating the voltage;
When the controller determines that a failure has occurred in which the filter capacitor is not charged based on the second voltage information, a failure location is determined by a combination of the answer signal, current information, first voltage information, and second voltage information. It is characterized by estimating.

The vehicle power supply device according to one embodiment
A high-speed circuit breaker connected to the overhead line via a pantograph,
A filter capacitor connected to the high-speed circuit breaker and smoothing power input from the overhead line through the pantograph and the high-speed circuit breaker;
A control unit;
An auxiliary contact of the high-speed circuit breaker for supplying an answer signal to the control unit;
It is connected between the high-speed circuit breaker and the filter capacitor, can detect a current input from the overhead line via the pantograph and the high-speed circuit breaker, and can supply current information indicating the current to the control unit A current detector;
A charging control module capable of controlling whether or not to apply a closing signal to the high-speed circuit breaker, and capable of supplying the closing signal to the control unit,
When it is determined that a failure has occurred where the input signal and the answer signal do not coincide with each other, the control unit estimates a failure part by a combination of the answer signal, current information, and the state of the input control module.

Moreover, the failure site estimation method for a vehicle power supply device according to an embodiment is as follows:
A contactor connected to an overhead line via a pantograph; a filter capacitor connected to the contactor for smoothing power input from the overhead line via the pantograph and the contactor; and an auxiliary contact of the contactor; A current detector connected between the contactor and the filter capacitor and detecting a current input from the overhead line via the pantograph and the contactor; and connected to the overhead line via the pantograph, In a vehicle power supply apparatus failure part estimation method comprising: a first voltage detector for detecting; and a second voltage detector for detecting a voltage of the filter capacitor.
Based on the second voltage information indicating the voltage of the filter capacitor detected by the second voltage detector, it is determined whether a failure has occurred in which the filter capacitor is not charged,
When it is determined that the failure has occurred, the answer signal from the auxiliary contact, current information indicating the current detected by the current detector, first voltage information indicating the voltage detected by the first voltage detector, and second It is characterized by estimating a fault site by a combination of voltage information.

Moreover, the failure site estimation method for a vehicle power supply device according to an embodiment is as follows:
A high-speed circuit breaker connected to an overhead line via a pantograph, a filter capacitor connected to the high-speed circuit breaker and smoothing power input from the overhead line via the pantograph and the high-speed circuit breaker, and An auxiliary contact of a high-speed circuit breaker, a current detector connected between the high-speed circuit breaker and the filter capacitor, for detecting a current input from the overhead line via the pantograph and the high-speed circuit breaker, and an input signal In a method for estimating a failure part of a power supply device for a vehicle, comprising a closing control module for controlling whether to give to the high speed circuit breaker,
Determining whether a failure has occurred in which the input signal from the input control module and the answer signal from the auxiliary contact do not match;
When it is determined that the failure has occurred, the failure portion is estimated from a combination of the answer signal, current information indicating the current detected by the current detector, and the state of the input control module.

FIG. 1 is a block diagram schematically showing the vehicle power supply device according to the first embodiment. FIG. 2 is a flowchart for explaining the failure site estimation method for the vehicle power supply device according to the first embodiment. FIG. 3 is a flowchart for explaining the failure site estimation method for the vehicle power supply device according to the first embodiment, following FIG. 2. FIG. 4 is a flowchart for explaining the failure site estimation method for the vehicle power supply device according to the first embodiment, following FIG. 3. FIG. 5 is a block diagram schematically showing a part of the vehicle power supply device according to the second embodiment. FIG. 6 is a flowchart for explaining a failure site estimation method for the vehicle power supply device according to the second embodiment.

  Hereinafter, the vehicle power supply device and the failure site estimation method for the vehicle power supply device according to the first embodiment will be described in detail with reference to the drawings. First, the configuration of the vehicle power supply device will be described. The vehicular power supply device supplies power to a load (electric motor) such as an illumination device for an electric vehicle such as a railway vehicle or an air conditioner.

FIG. 1 is a block diagram schematically showing the vehicle power supply device according to the first embodiment.
As shown in FIG. 1, the vehicle power supply device includes a fuse 2, a main circuit input contactor 3, a charge resistor 4, a charge resistor short-circuit switch 5 as a switch, a discharge resistor 6, a discharge contactor 7, Filter capacitor 8, inverter 9, transformer 10, contactor 11 for switching load connection, control unit 13, auxiliary contact 14 of contactor 3, auxiliary contact 15 of contactor 7, auxiliary contact 16 of contactor 11, current detection 17, a first voltage detector 18, and a second voltage detector 19.

  Although not shown in the figure, the electric vehicle includes a pair of bogie frames each provided with wheels, a vehicle body supported by the bogie frame via an air spring, and a pantograph 1a. The wheel is grounded to contact the rail. The vehicle power supply device is installed under the floor of the vehicle body.

  The fuse 2 is electrically connected to the overhead line 1 via the pantograph 1a. The contactor 3 is connected to the overhead line 1 through the pantograph 1 a and the fuse 2. The charging resistor 4, the charging resistor short-circuit switch 5, and the discharging resistor 6 are connected to the contactor 3 in series. The charging resistor 4 is connected in parallel to the charging resistor short-circuit switch 5. One of the contactors 7 is connected to the discharge resistor 6 and the other is grounded.

  One end of the filter capacitor 8 is connected to the charging resistor 4 and the charging resistor short-circuit switch 5, and is connected to the contactor 3 through the charging resistor 4 and the charging resistor short-circuit switch 5. The other end of the filter capacitor 8 is grounded. The filter capacitor 8 charges and smoothes the electric power input from the overhead line 1 through the pantograph 1a, the contactor 3, the charging resistor 4, and the like.

  The inverter 9 is connected to the filter capacitor 8. The inverter 9 converts the DC power smoothed by the filter capacitor 8 into AC power, and supplies the AC power to the load 12 via the transformer 10 and the contactor 11. The inverter 9 is connected to the primary side of the transformer 10. The primary side of the transformer 10 is connected to the contactor 11.

  The auxiliary contact 14 can give an answer signal to the control unit 13. For example, at the timing when the contactor 3 is turned on (closed state), the auxiliary contact 14 gives an answer signal indicating that the contactor 3 has been turned on to the control unit 13.

  The auxiliary contact 15 can provide an answer signal to the control unit 13. For example, at the timing when the contactor 7 is turned on (closed state), the auxiliary contact 15 gives an answer signal indicating that the contactor 7 is turned on to the control unit 13.

  The auxiliary contact 16 can provide an answer signal to the control unit 13. For example, the auxiliary contact 15 gives an answer signal indicating that the open / close state of the contactor 11 is switched to the control unit 13 at the timing when the open / close state of the contactor 11 is switched.

  The current detector 17 is connected between the contactor 3 and the filter capacitor 8. Specifically, one end of the current detector 17 is connected to the contactor 3, and the other end of the current detector 17 is connected to the charging resistor 4, the charging resistor short-circuit switch 5, and the discharging resistor 6. The current detector 17 can detect a current input from the overhead wire 1 via the pantograph 1 a and the contactor 3, and can supply current information indicating the current to the control unit 13.

  The first voltage detector 18 is connected to the overhead line 1 via the pantograph 1 a and the fuse 2. The first voltage detector 18 can detect the voltage of the overhead wire 1 and can supply the first voltage information indicating the voltage to the control unit 13.

  The second voltage detector 19 is connected to both ends of the filter capacitor 8. The second voltage detector 19 can detect the voltage of the filter capacitor 8 and provide the control unit 13 with second voltage information indicating the voltage.

Based on the second voltage information from the second voltage detector 19, the control unit 13 determines whether or not a failure has occurred in which the filter capacitor 8 is not charged. When the controller 13 determines that the failure has occurred, the answer signal from the auxiliary contact 14, the current information from the current detector 17, the first voltage information from the first voltage detector 18, and the second voltage detector The failure part can be estimated by the combination of the second voltage information from 19.
The vehicle power supply device is configured as described above.

  Next, a failure site estimation method for the vehicle power supply device will be described. The failure part estimation method is used when the control unit 13 determines that a failure has occurred in which the filter capacitor 8 is not charged based on the second voltage information from the second voltage detector 19. FIG. 2 to FIG. 4 are flowcharts for explaining the failure site estimation method for the vehicle power supply device according to the first embodiment.

  As shown in FIGS. 1 and 2, when the contactor 3 is switched on (turned on) to start the apparatus, the control unit 13 determines that a failure has occurred in which the filter capacitor 8 is not charged. Thus, the failure site estimation method for the vehicle power supply device is started. If the following procedure is followed, the failure site can be estimated.

  When the failure site estimation method for the vehicle power supply device starts, first, in step S1a, the control unit 13 determines whether or not the signal output from the auxiliary contact 14 is input to the contactor 3. When the signal output from the auxiliary contact 14 is not input to the contactor 3 (step S1a), in step S2a, the control unit 13 estimates that the contactor 3 is faulty, and the faulty part estimation method ends. (End).

  When the signal output from the auxiliary contact 14 is input to the contactor 3 (step S1a), in step S3a, the control unit 13 acquires the first voltage information and the voltage value detected by the first voltage detector 18 is obtained. Is determined to be 0V. When the voltage value detected by the first voltage detector 18 is 0V (step S3a), in step S4a, the control unit 13 estimates that there is a failure (ground fault) between the fuse 2 and the charging resistor 4. .

  Subsequently, in step S5a, the control unit 13 acquires current information and determines whether or not the value of the current detected by the current detector 17 is 0A. When the value of the current detected by the current detector 17 is not 0 A (step S5a), that is, when the current is detected by the current detector 17, in step S6a, the control unit 13 controls the auxiliary contact 14 and the charging resistance. It is estimated that there is a failure between 4 (ground fault), and the failure site estimation method ends.

  When the value of the current detected by the current detector 17 is 0A (step S5a), that is, when no current is detected by the current detector 17, in step S7a, the control unit 13 detects the fuse 2 and the current detection. It is estimated that there is a failure (ground fault) between the devices 17, and the failure site estimation method ends. When the voltage value detected by the first voltage detector 18 is not 0 V (step S3a), that is, when a voltage higher than a certain level is applied to the first voltage detector 18, the process proceeds to step S8a.

  As shown in FIGS. 1 and 3, in step S8a, the control unit 13 acquires current information and determines whether or not the value of the current detected by the current detector 17 is 0A. When the value of the current detected by the current detector 17 is 0 A (step S8a), that is, when no current is detected by the current detector 17, in step S9a, the control unit 13 controls the fuse 2 and the charging resistor. It is estimated that there is a failure between 4 (ground fault).

  Subsequently, in step S10a, the control unit 13 obtains the second voltage information when the charging resistance short-circuit switch 5 is switched on (turned on), and determines whether the filter capacitor 8 is charged. When the filter capacitor 8 is not charged (step S10a), in step S11a, the control unit 13 estimates that a failure (disconnection) occurs in a portion other than the charging resistor 4, and the failure portion estimation method ends (FIG. 2).

When the filter capacitor 8 is charged (step S10a), in step S12a, the control unit 13 estimates that the charging resistor 4 is faulty (disconnection), and the faulty part estimation method ends (FIG. 2).
When the current value detected by the current detector 17 is not 0 A (step S8a), that is, when a current is detected by the current detector 17, the process proceeds to step S13a.

  As shown in FIGS. 1 and 4, in step S <b> 13 a, the control unit 13 acquires current information, and the current value detected by the current detector 17 is set to a constant value (a value higher than the current that flows during normal charging). It is judged whether it is more than the standard value). When the value of the current detected by the current detector 17 is not equal to or greater than a certain value (step S13a), in step S14a, the control unit 13 estimates that there is a problem with the control unit 13 itself, and the failure site estimation method is End (FIG. 2).

  When the value of the current detected by the current detector 17 is equal to or larger than a certain value (step S13a), in step S15a, the control unit 13 estimates that the filter capacitor 8 or the inverter 9 is faulty (short circuit or ground fault). To do.

  Subsequently, in step S <b> 16 a, the control unit 13 determines whether there is gate feedback of the high-voltage side switch of the inverter 9. When there is a gate feedback of the high-voltage side switch of the inverter 9 (step S16a), in step S17a, the control unit 13 estimates that there is a failure (short circuit or ground fault) in the inverter 9, and the failure site estimation method is End (FIG. 2).

  When there is no gate feedback of the high-voltage side switch of the inverter 9 (step S16a), in step S18a, the control unit 13 estimates that the filter capacitor 8 is faulty (short circuit), and the faulty part estimation method ends ( Figure 2).

  According to the vehicular power supply apparatus and the failure location estimation method for the vehicular power supply apparatus according to the first embodiment configured as described above, the vehicular power supply apparatus includes the contactor 3, the filter capacitor 8, and the control unit. 13, an auxiliary contact 14, a current detector 17, a first voltage detector 18, and a second voltage detector 19. Based on the second voltage information indicating the voltage of the filter capacitor 8 detected by the second voltage detector 19, the control unit 13 determines whether or not a failure has occurred in which the filter capacitor 8 is not charged.

  When the control unit 13 determines that the failure has occurred, the answer signal from the auxiliary contact 14, current information indicating the current detected by the current detector 17, and the first voltage indicating the voltage detected by the first voltage detector 18. A failure site is estimated by a combination of the voltage information and the second voltage information.

  For this reason, when a failure occurs in which the filter capacitor 8 is not charged, it is possible to estimate which portion has failed. In addition, since the failure site can be estimated without adding new supplies to the vehicle power supply device, it is possible to suppress an increase in manufacturing cost and an increase in the size of the vehicle power supply device.

  From the above, it is possible to obtain a vehicle power supply apparatus and a vehicle power supply apparatus failure site estimation method capable of estimating a failure site when a failure (a failure in which the filter capacitor 8 is not charged) occurs.

  Next, a vehicle power supply device and a failure site estimation method for the vehicle power supply device according to the second embodiment will be described. First, the configuration of the vehicle power supply device will be described. In this embodiment, other configurations are the same as those of the first embodiment described above, and the same portions are denoted by the same reference numerals and detailed description thereof is omitted.

  FIG. 5 is a block diagram schematically showing a part of the vehicle power supply device according to the second embodiment. The vehicular power supply device includes a high-speed circuit breaker 20 instead of the fuse 2 and the contactor 3 of the second embodiment. The high-speed circuit breaker 20 is connected to the overhead line 1 through the pantograph 1a. The auxiliary contact 14 is an auxiliary contact of the high-speed circuit breaker 20 and gives an answer signal to the control unit 13.

  The vehicle power supply device further includes a closing control module 25. The making control module 25 can control whether or not to give a making signal to the high-speed circuit breaker 20, and can give the making signal to the control unit 13. The making control module 25 has a making relay (relay) 21, a holding relay 22, and a holding current limiting resistor 23.

  The high-speed circuit breaker 20 is controlled to be turned on (switched on / off) by a closing relay 21, a holding relay 22, and a holding current limiting resistor 23. When the value of the current I flowing through the high-speed circuit breaker 20 is equal to or greater than the set current value, the high-speed circuit breaker 20 functions to cut off the electric power (current I) supplied by the overcurrent detection. In this case, the answer signal by the auxiliary contact 14 is also eliminated. The closing relay 21 is switched off after the high-speed circuit breaker 20 functions (turns on).

The control unit 13 determines whether or not a failure has occurred in which the input signal from the input control module 25 and the answer signal from the auxiliary contact 14 do not match. When the control unit 13 determines that the failure has occurred, the control unit 13 can estimate the failure part from the combination of the answer signal, current information indicating the current detected by the current detector 17, and the state of the input control module 25.
The vehicle power supply device is configured as described above.

  Next, a failure site estimation method for the vehicle power supply device will be described. The failure part estimation method is used when the control unit 13 determines that a failure has occurred in which the input signal and the answer signal do not match based on the input signal and the answer signal.

FIG. 6 is a flowchart for explaining a failure site estimation method for the vehicle power supply device according to the second embodiment.
As shown in FIG. 5 and FIG. 6, when the controller 13 determines that a failure has occurred in which the input signal and the answer signal do not match, the failure site estimation method for the vehicle power supply device starts. Conventionally, the protection signal is detected as a mismatch when the input signal to the high-speed circuit breaker 20 is H level (ON) and the answer signal is L level (not input). Therefore, the failure site can be estimated by following the following procedure.

  When the failure part estimation method for the vehicle power supply device starts, first, in step S1b, the control unit 13 obtains current information and determines whether or not the value of the current detected by the current detector 17 is 0A. When the value of the current detected by the current detector 17 is not 0 A (step S1b), that is, when the current is detected by the current detector 17, the main contact of the high-speed circuit breaker 20 is closed (turned on) Therefore, in step S2b, the control unit 13 estimates that the auxiliary contact 14 is faulty, and the faulty part estimation method ends (END).

  When the value of the current detected by the current detector 17 is 0 A (step S1b), that is, when no current is detected by the current detector 17, in step S3b, the control unit 13 turns off the closing relay 21. At the same time, it is determined whether the answer signal becomes L level.

  When the answer signal becomes the L level (step S3b), in step S4b, the control unit 13 estimates that the holding relay 22 or the holding current limiting resistor 23 is out of order, and the failure part estimation method ends.

  When the answer signal does not become the L level (step S3b), in step S5b, the control unit 13 acquires current information and determines whether or not the current detector 17 detects an excessive current. When the current detector 17 detects an excessive current (step S5b), in step S6b, the control unit 13 determines that the current detected by the current detector 17 is normal, that is, a normal operation. It is determined that no failure has occurred in the vehicle power supply device, and the failure site estimation method ends.

  When the current detector 17 does not detect an excessive current (step S5b), in step S7b, the control unit 13 estimates that the input relay 21 or the high-speed circuit breaker 20 is faulty, and the failure part estimation method is performed. Ends.

  According to the vehicular power supply apparatus and the failure location estimation method for the vehicular power supply apparatus according to the second embodiment configured as described above, the vehicular power supply apparatus includes the high-speed circuit breaker 20, the filter capacitor 8, A control unit 13, an auxiliary contact 14, a current detector 17, and a closing control module 25 are provided.

  The control unit 13 determines whether or not a failure has occurred in which the input signal from the input control module 25 and the answer signal from the auxiliary contact 14 do not match. When the control unit 13 determines that the failure has occurred, the control unit 13 estimates the failure part based on the combination of the answer signal, current information indicating the current detected by the current detector 17, and the state of the input control module 25.

  For this reason, when a failure occurs in which the input signal and the answer signal do not match, it is possible to estimate which portion has failed. In addition, since the failure site can be estimated without adding new supplies to the vehicle power supply device, it is possible to suppress an increase in manufacturing cost and an increase in the size of the vehicle power supply device.

  From the above, it is possible to obtain a vehicle power supply device and a vehicle power supply device failure location estimation method that can estimate a failure location when a failure (failure in which the input signal and the answer signal do not match) occurs. .

  Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the components without departing from the scope of the invention in the implementation stage. Various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the embodiments. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

  For example, the vehicle power supply device and the failure location estimation method for the vehicle power supply device according to the present invention are not limited to the above-described embodiments, and can be variously modified. Various vehicle power supply devices and vehicle power supply devices It is applicable to the failure part estimation method.

  DESCRIPTION OF SYMBOLS 1 ... Overhead wire, 1a ... Pantograph, 3 ... Contactor, 4 ... Charge resistance, 5 ... Charge resistance short circuit switch, 8 ... Filter capacitor, 9 ... Inverter, 13 ... Control part, 14 ... Auxiliary contact, 17 ... Current detector, DESCRIPTION OF SYMBOLS 18 ... 1st voltage detector, 19 ... 2nd voltage detector, 20 ... High speed circuit breaker, 21 ... Input relay, 22 ... Holding relay, 23 ... Holding current limiting resistance, 25 ... Input control module.

Claims (4)

A contactor connected to the overhead line via a pantograph;
A filter capacitor connected to the contactor and smoothing power input from the overhead line through the pantograph and the contactor;
A control unit;
An auxiliary contact of the contactor for providing an answer signal to the control unit;
A current detector connected between the contactor and the filter capacitor, capable of detecting a current input from the overhead line via the pantograph and the contactor, and providing current information indicating the current to the control unit; ,
A first voltage detector that is connected to the overhead line via the pantograph, detects a voltage of the overhead line, and is capable of giving first voltage information indicating the voltage to the control unit;
A second voltage detector capable of detecting the voltage of the filter capacitor and providing the control unit with second voltage information indicating the voltage;
When the controller determines that a failure has occurred in which the filter capacitor is not charged based on the second voltage information, a failure location is determined by a combination of the answer signal, current information, first voltage information, and second voltage information. The power supply device for vehicles characterized by estimating. A high-speed circuit breaker connected to the overhead line via a pantograph,
A filter capacitor connected to the high-speed circuit breaker and smoothing power input from the overhead line through the pantograph and the high-speed circuit breaker;
A control unit;
An auxiliary contact of the high-speed circuit breaker for supplying an answer signal to the control unit;
It is connected between the high-speed circuit breaker and the filter capacitor, can detect a current input from the overhead line via the pantograph and the high-speed circuit breaker, and can supply current information indicating the current to the control unit A current detector;
A charging control module capable of controlling whether or not to apply a closing signal to the high-speed circuit breaker, and capable of supplying the closing signal to the control unit,
When the controller determines that a failure has occurred where the input signal and the answer signal do not match, the control unit estimates a failure site based on a combination of the answer signal, current information, and the state of the input control module. Power supply. A contactor connected to an overhead line via a pantograph; a filter capacitor connected to the contactor for smoothing power input from the overhead line via the pantograph and the contactor; and an auxiliary contact of the contactor; A current detector connected between the contactor and the filter capacitor and detecting a current input from the overhead line via the pantograph and the contactor; and connected to the overhead line via the pantograph, In a vehicle power supply apparatus failure part estimation method comprising: a first voltage detector for detecting; and a second voltage detector for detecting a voltage of the filter capacitor.
Based on the second voltage information indicating the voltage of the filter capacitor detected by the second voltage detector, it is determined whether a failure has occurred in which the filter capacitor is not charged,
When it is determined that the failure has occurred, the answer signal from the auxiliary contact, current information indicating the current detected by the current detector, first voltage information indicating the voltage detected by the first voltage detector, and second A failure site estimation method for a vehicle power supply device, characterized in that a failure site is estimated by a combination of voltage information. A high-speed circuit breaker connected to an overhead line via a pantograph, a filter capacitor connected to the high-speed circuit breaker and smoothing power input from the overhead line via the pantograph and the high-speed circuit breaker, and An auxiliary contact of a high-speed circuit breaker, a current detector connected between the high-speed circuit breaker and the filter capacitor, for detecting a current input from the overhead line via the pantograph and the high-speed circuit breaker, and an input signal In a method for estimating a failure part of a power supply device for a vehicle, comprising a closing control module for controlling whether to give to the high speed circuit breaker,
Determining whether a failure has occurred in which the input signal from the input control module and the answer signal from the auxiliary contact do not match;
When it is determined that the failure has occurred, the vehicle power supply device estimates a failure site from a combination of the answer signal, current information indicating the current detected by the current detector, and a state of the input control module Failure site estimation method.

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